Carbureter.



L. A. WILLIAMS.

GARBUBETER. I AAAAAAAAA 0N FILED FEB. a 1912.

1,130,950. Patented Mar. 9, 1915.

V I. flnfiwilliams L. A. WILLIAMS.

CARBURETER. APPLICATION FILED FEB. 3,1912.

1,130,950. Patented Mar. 9, 1915.

3 SHEETS-SHEET 2.

L. A. WILLIAMS.

CARBURETER.

APPLICATION FILBD'EEB. 3,1912.

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. IITVE UT 1 1:111 fifvJillial-ns VIIIT'ITLEJQE LYN'N A. WILLIAMS, OF EVANSTON, ILLINOIS, DEVICES COMPANY, OF CHICAGO, ILLINOIS,

ASSIGNOR TO STROMBERG MOTOR A CORPORATION OF ILLINOIS.

CARBURETER.

Specification of Letters Patent.

Patented Mar. 9, 1915.

Application fiEed February 3, 1912. Serial No. 675,146.

To all whom it may concern Be,it known that 1, LYNN A. \VILLIAMs, a citizen of the United States, residing at Evanston, in the county of Cook and State of Illinois, have inventedcertain new and useful Improvements in Carbureters, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to charge'forming' devices for internal combustion engines and has to do with that type of carbureter designated in the art as multiple feed, the idea being to vary the amount of fuel and air supplied, in accordance with the demand made by the associated engine. This regulation is secured by the use of a valve which simultaneously varies the amount of air ad mitted and cuts in or out a corresponding number of the plurality of fuel supply devices provided. It will appear that, broadly, so far as the features of my invention are concerned, this valve may be operated manually or may be operated automatically by means of a governor connected with the engine or by means of the suction of the engine.

In the specific form of my invention here in shown and described, the valve is operated by the suction of the engine and in this way its workings are a matter of its response to the requirements of the engine. In devices of this kind it is old in the art to provide an air inlet, aplurality of fuel jets, and a valve for simultaneously varying the size of the air inlet and the number of open fuel jets. The valve, in this particular instance, is in the form of a piston, the chamber on one side of the valve being connected with the manifold of the engine. By the movement of this valve, the space connected with the engine may be made greater or smaller, in accordance with the demand of the engine,

.and simultaneously more or fewer of the gasolene inlets or jets, which are properly arranged along the line of travel of the valve, are open to the draft of air entering the carbureting chamber. These devices have been found to be effective and, so far as the movement of the valve is concerned, sensitively responsive to the'demand made by the engine. However, in the devices of the prior art the changes in the size of the air inlet were infinitely small while the amount of fuel increased step'by step. That is, since there was a single air inlet and a plurality of fuel jets, and no arrangement to overcome the difficulty, the amount of air admitted could be increased to some extent without correspondingly increasing the amount of fuel, since the slightest movement of the valve would vary the amount of air but a considerable movement thereof would be required to open or close another fuel inlet, or render ineffective another fuel inlet. The valve could move the entire distance between the inlets to increase the amount of air without opening the next sue ceeding inlet.

It is the object of my invention to overcome this difficulty and to provide a carbu reter of the type referred to wherein the slightest movement of-the valve to increase the amount of air will result in a corresponding increase in the amount offuel.

Thus every part of the movement of the been made to vary the size of a single fuel inlet, when the air inlet is varied. but these have not been found to be successful since the control isv difficult if not impossible and the range is so limited.

In order to secure the objects of my invention, as set forth in the preceding paragraph, I provide a special form of nozzle construction which cooperates with the valve which has been referred to. This nozzle construction involves a certain form of fuel jets and these are such that the valve cooperates with'them to positively open and close them. As before stated, the valve of my invention is in the formof a piston, and the cylinder in which it operates is provided with a longitudinally extending air inlet. I provide a row of fuel inlets extending longitudinally of this air inlet and the valve is thus enabled to connect more or less of this inlet with the carbureting chamber and also positively and correspondingly opens, and closes the fuel jets. In view of the fact that it is the prime object of the device to main-- tain a definite proportion between the air and fuel, this operation is highly important since at no time can the fuel be drawn from any of the jets unintentionally.

1 The fundamental idea of my invention is the shape of the fuel inlets and their relation. to each other and to the valve which controls them. It is my idea to have the fuel inlets in the shape of long narrow slots,

result in a change in the length of the effec-' tive portion of this slot. As before pointed out, every part of the movement of the valve, however slight, is accompanied by a change in the amount of air admitted, and it is thus apparent that at all times the proper constituent proportions in the combustible mixture will be maintained.

My invention is embodied in the device illustrated in the accompanying drawings in which Figure of my invention; Fig. 2 is a side elevational view thereof; Fig. 3 is an elevational sectional view taken on the plane of the line 3-3 of Fig. 1 and looking in the direction indicated by the arrows; Fig. 4: is a crosssectional view taken on the plane of the line H of Fig. 3 and looking in the direction indicated by the arrows; Fig. 5 is a partial longitudinal axial section of the so-called nozzle block; Fig. 6 is a partial longitudinal axial section of a slightly modified form of nozzle block; and Fig. 7 represents a cross-sectional view taken on the plane of the line 77 of either Fig. 5 or Fig. 6 and looking in the direction indicated by the arrows.

Like reference characters are applied to the same parts throughout the several views.

The main framework of the carbureter itself is in the form of a generally cylindrical body 10 which provides the carbureting chamber 11, a sensitive piston cylinder 12, and a valve piston. cylinder 13, the cylinders extending in opposite directions from the carbureting chamber and being in axial alinement therewith and with each other. The arbureting chamber 11 has the up-. wardly extending outlet pipe 1% which is provided with a flange 15 to facilitate its l is a plan view of the carbureter' attachment to the piping which leads to the engine; A rock shaft 16 extends diametri cally across the outlet pipe 1 1 and carries the throttle valve 18. The shaft 16, as illustrated in Figs. 1 and 2, extends beyond its bearings in the pipe 14 and is there provided with an operating lever 20 rigidly mounted thereon. If the engine with which the carbureter is associated is mounted as a car.

motor, this lever is connected by means of suitable linkages conveniently located on the dash of the automobile.

The sensitive piston chamber 12, in the specific embodiment herein shown, is separated from the carbureting chamber 11 by means of a wall 25 which has an aperture 26 providing for pneumatic connection between the carbureting chamber and its cylinder. The wall 25 carries an elongated boss 27 which has a longitudinal bore in axial alinement with the cylinders 12 and 13. A rod 28 is mounted to slide with a bearing lit in this boss, as best illustrated in Fig. 3, this rod being of such length that it may extend into both cylinders 12 and 13. Within the cylinder 12 the rod 28 is provided with a piston 29. A spiral spring 30 is disposed between the piston 29 and the wall 25. The

.cylinder 12 is provided with a cover 31 which 18 provided with an opening 32 to the atmosphere. The spring 30 tends tomove the piston 29 to the left (Fig. 3) and a screw 33, in the eover,-fixes the normal position of this piston. The other end of the rod. 28 is provided with a piston 34. In order to distinguish conveniently between the two pirtons I shall refer to the piston 29 as the sensitive piston and to the piston 3a as the valve. It will be understood, of course, that the suction of the engine has some effect on the valve 34 and it'will be noted that the valve 34 and the piston. 29 are of difl'erent diameters so as to secure a differential action, the dilference in the areas of the two parts being that which makes possible the effective operation.

It will be seen from the drawings that the cylinder 13 is supplemented by a downwardly extending box or passage 36 which is substituted for substantially onefourth of the peripheral area of the cylinder. The interior of this box. connects directly with the interior of the cylinder and is exposed at the bottomdirectly to the atmosphere as indicated at 37. This is the air inlet.

It will be seen that, for the greater part of the periphery of the valve '34:, there is a considerable space between it and the inside surface of the cylinder. as best shown in Figs. 3 and 4, occupies this space, fitting snugly within the cylinder and extending the entire length thereof. It will be noted that the sleeve 38 is not a complete cylinder, but has what may be termed an opening 10 which is approximately the same A shell or sleeve 38,

size as theopening between the box 36 and i the cylinder 13. The valve 34 is therefore cut out to accommodate the sleeve 38 as far around its periphery as need be, while the gular movement to the sleeve in order to e1. It will be seen from Fig. 4 that by turning the sleeve, the size of the air inlet can be decreased.

Within the box 36 a fuel nozzle block 44 is held in an upright position so that the valve 34 may ride in positive sliding contact upon the top thereof. This block is substantially rectangular in shape and is disposed directly below the axis of the cylinder 13, the axis of the block lying in the same plane therewith. The essential feature is that the top of the block, where the fuel jets are, as will be explained, is tangential to the surface of the valve 34 or, better than that, slightly concave to fit the convex surface of the valve. Thebox 44 is mounted upon lugs 45, 45, extending inwardly from the wall of the box 36 and from the removable cover 46, held in place by the screws 47, 47, which permits of ready access to the interior of the box. The box 36, as shown in Fig. 4, is of such size and disposition that there is considerable space for the passage of air on both sides of the nozzle block.

The nozzle block is provided with a plurality of vertical passageways 48, 48, and the upper ends of these passageways, as illustrated in Figs. 5 and 7, are elongated and narrowed down so as to form linear slots 51,

51. The area of each of these slots is preferably considerably less than the cross-sectional area of the asiociated passage so that they really operate to restrict the inlets. As is evident from the drawings, these slots are placed end to end and along the longitudinal axis of the block so that in the aggregate they form one long continuous slot over which the piston valve 34 rides in positive contact.

Theoretically, it would be proper to have the valve 34 of such width that it could cover and positively close all the jets or nozzles at the same time. Practically, however, this is not necessary and the valve 34 may be reduced in width, quite as shown in the drawings, so as to economize in weight and metal and reduce the over-all dimension of the valves; this is so since these nozzles which are uncovered to the right of the valve (Fig.

55 3) are so remote from the aspiration and varfy the amount of air relative to the amount of u suction effects, as limited by the position of the valve, that they will not respond. The

position of the piston 34 determines the size of the active zone, that is, the zone subject to thesuction of the engine. As will be described presently, the first one or two nozzles are exposed to this active zone. The

next one may be more or less exposed to it,

depending upon the position of the valve, and the next three, four or five or probably more, remote from the carbureting are positively closed by the valve. The remaining .ones remote from the carbureting chamber are as much inactive as those positively closed because they are so far removed from the active zone, the zone to the right of the valve (Fig. 3) being inactive or dead.

It will now be understood that each nozzle is opened gradually as the suction increases and that as soon i as one nozzle has been opened the next nozzle immediately begins to open upon further increase in the suction. There are no intermissions which allow for an increase in the admission of air without a corresponding increase in the amount of fuel admitted. Thus, although the desirable plural passageway arrangement is employed, the actual fuel inlet is spread or distributed over the entire line of travel of the valve and in this way the result abovepointed out is effectively secured. However slight may be the movement of the valve there is a correspending and proportional change in the amount of fuel passing by it. Since it is only the left hand side of the valve (Fig. 3), which is exposed to the active zone, the air passing through the box 36 and into the carbureting chamber is gradually changed, one way or the other, by means of the valve. There again the slightest movement of the valve results in a change in the amount of passing air and in this way I maintain a constant proportion between the constituents of the combustible mixture. In both, cases,

therefore, the variations are infinitely small.

The operation is positive and reliable and sensitively accurate because the fuel nozzles are positively opened and closed and the position of the valve always determines exp actly those nozzles from which there is to be a response.

The passageways 48, 48, which are vertical and parallel, are all connected together at the bottom by means of a horizontal passage 52 which is alined with a passageway 53 inthe wall'of the box 36. This passageway communicates with a float chamber 54 which is closed-at the bottom by means of a base piece 55 to which a pipe 56, leading from the fuel supply, is connected. The base piece is provided with a valve seat 57 with which a valve 58 is associated. This valve, through the intervention of lever mechanism 59, 59, is operatively connected with a float 60. In this way the fuel is main- 7 tained at a definite height in the float chamber and in the fuel passageways 48, 48.

In the construction of the nozzle block shown in Figs. 5 and 7, it will probably be desirable to make the block of two parts, separating on the axial plane in order that the peculiar formation of the upper ends of the slots may be secured by means of some milling or filing process. In the construc tion shown in Fig. 6, however, the same ultimate result can be secured by milling down obliquely on one side, and then on the other, by means of a fiat milling cutter of the proper size, as illustrated in dotted lines in Fig. 7

I claim as new and desire to secure by Letters Patent:

1. In a carbureter, a carbureting chamber, a plurality of fuel passageways leading thereto, said fuel passageways being arranged in a row and having their ends lengthened and narrowed down to form slots disposed end to end, and a valve sliding over said slots.

2. In a carbureter, a carbureting chamber, a plurality of fuel passageways leading thereto, said fuel passageways being arranged in a row and having their ends lengthened and narrowed down to form slots disposed end to end, a valve sliding over said slots, and an air inlet adjacent to said fuel inlets.

3. In a carbureter, a carbureting chamher, a. cylindrical valve chamber connected therewith, an air opening extending substantially the length of said valve chamber,

a fuel nozzle block arranged in said air opening, said fuel nozzle block being provided with a plurality of fuel passageways leading to the face thereof, said fuel passageways being arranged in a row and having their ends lengthened and narrowed down to form slots disposed end to end, and a piston valve mounted in said valve chamber and sliding upon the top of said nozzle block to positively close some of the nozzles, said piston valve also determining the part of the air opening in communication with the carbureting chamber.

l. In a carbureter, a carbureting chamber, a cylindrical valve chamber connected therewith, an air opening extending substantially the length of said valve chamber, a fuel nozzle block arranged in said air opening, said fuel nozzle block being provided with a plurality of fuel passageways leading to the face thereof, said fuel passageways being arranged in a row and having their ends lengthened and narrowed down to form. slots disposed end to end, a piston valve mounted in said valve chamber and sliding upon the top of said nozzle block to posi tively close some of the nozzles, said piston valve also determining the part of the air opening in communication with the carbureting chamber, a second and larger cylinder'in alinementwith said valve chamber, and a piston in said last-named cylinder mechanically connected with said piston valveto form a sliding structure responsive to suction.

5. In-a carbureter, a carbureting chamber, a cylindrical valve chamber connected therewith, an air opening extending substantially the length of said valve chamber, a fuel nozzle block arranged in said air opening, said fuel nozzle block being provided with a plurality of fuel passageways leading'to the ing arranged in a row and having their ends lengthened and narrowed down to form slots disposed end to end, a piston valve mounted in said'valve chamber and sliding upon the top of said nozzle block to positively close some of the nozzles, said piston valve also determining the part of the air opening in communication with the carbu reting chamber, and a manually operated sleeve valve partly surrounding said piston valve for varying the other dimension of the air inlet.

In witness whereof, I hereunto subscribe my name, this 31st day of January, A. D.

LYNN A. WILLIAMS. Witnesses:

HARVEY L. HANSON, ARTHUR H. Bonr'romm.

face thereof, said fuel passageways be- 

